Words: Robert Portman

Ducati is on a big high at the moment, releasing nine new models for 2016 at last year’s EICMA Show in Milan, where its stand was the main attraction with crowds gathering at every opportunity to get a glimpse of the new range. From a new addition to the Panigale family, to a brand new Multistrada enduro, Ducati is on a mission to attack every segment.

Just one week after the EICMA show, Ducati hosted the world launch of one of its brand new models for 2016, the 959 Panigale. The launch would be held at the world famous Circuit Ricardo Tormo in Valencia, Spain.

The 959 is set to replace the now outgoing 899, but if you think that Ducati has just replaced the badge on the 899 with a 959, then you are mistaken. Ducati is taking this model very seriously and plenty of R&D has gone into the new 959 model.

Just like the 899 and 1299, the 959 is a bike that cannot be raced in most local Supersport or Superbike championships. So, what is the point then? Well, the track day market is growing every year with many riders just wanting to enjoy their bikes out on track without having to enter a competitive race.

They also would like to have a sportsbike that is user-friendly, a bike that they can comfortably use on a daily basis, as well as on the track. Ducati has recognised this and that’s why they have released this ‘odd’ range of bikes, if you can call them that.

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The new 959 is so much more than just a slightly updated 899. Ducati has made many upgrades indeed, with an evolved Superquadro engine, updated design, and added details which give the 959 an identity of its own.

A six percent gain in max power and an eight percent gain in torque over the 899 means the 959 does pack some good punch. The evolved 955cc engine pushes out a healthy 157hp and 107Nm of torque and weighs only 176kg (dry), which means the 959 has one of the best power to weight ratios in the sportsbike segment.

Ducati has taken the innovative stylistic features which they produced on the 1299 and transferred it onto the new 959 Panigale, so as to give it that same aggressive look. The baby Panigale, although it’s not such a baby anymore, has plenty of updated additions.

A slipper clutch has now been fitted along with aluminium billet machined footrests, the same ones which are featured on the top of the range Panigale, the Superleggera. The swingarm pivot is also now 4mm lower than before, meaning better rear-end grip.

A full electronics package comes standard on the 959 featuring three different riding modes (Race, Sport, Wet), ABS, traction control, quickshift, and engine brake control. It makes a great bike even better to ride.

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Ducati has left no stone unturned on the new 959 and now it was time for me to see for myself if it all makes sense and works. Upon arrival at the track, we were greeted by the 959 Panigale parked in front of the Ducati MotoGP hospitality set up.

At first glance, the bike is gorgeous, just like all previous and current Panigale models. The wide, deep-set riding position is extremely inviting and by this time I was like a kid in a candy store and desperate to suit up and get out on the track.

Firing up the bike for the first time was a swift reminder of what an awesome sound is produced by the Superquadro twin Ducati motor. The pits were filled with the unmistakable rumble and even though the pipes look horrible on the Euro-spec model (Australia receives the non-Euro exhaust beneath), they sure do sound great.

My first outing on track was on the ‘accessory bike’, as they called it. It’s essentially a 959 dressed with all the Ducati performance parts available for the bike, including double-barrel Akropovic pipes (Euro-spec), high rise screen, brake lever guard, and a few extra carbon bits.

The mirrors had been removed and replaced with aluminium plates which made the already neat 959 Panigale look even more aggressive and racy. The riding position was a big selling point for me on the 899 and 1299, and straight away as I boarded the new 959 I felt right at home. All the pressure was taken off my wrists and shoulders thanks to the wide bars and deep-set seat.

This means ultra comfort out on track and on the road. The tank is nice and narrow, so there is loads of room to manoeuvre on the bike. Even the taller journos were complimenting the 959’s comfy riding position.

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First impressions were great, but then again, it’s a Ducati sportsbike and they are always good! I spent the first couple of laps learning the circuit and trying not to drool. The 959 was urging me on and begging me to step up the pace, so I did.

The 899 was a braking and handling masterpiece, a perfect balance, and it was refreshing to see that Ducati has not spoiled any of that balance by adding the extra torque, power and weight. In actual fact, it’s hard to find a big difference between the two, other than the extra power and torque on hand.

When you hear that the bike has 955cc you immediately think it’s close to a 1000cc sportsbike, so I was expecting some big power. But, to be honest, it felt a bit slow to begin with. After a few more laps I learnt that I couldn’t ride it like a big 200hp superbike.

I didn’t have to scrub off all my corner speed and get it stood up as early as possible, then gently try and accelerate out of the turns. It’s more like a 600cc supersport bike – it loves high corner speed and being thrashed through the corners.

The lightweight chassis, combined with Showa big piston suspension, makes for a machine that is eager to steer. Even when trail-braking hard into turns, the bike is keen and easy to turn. In addition, Pirelli Diablo Supercorsa race tyres had been fitted on all the bikes.

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The addition of the new slipper clutch also helps the bike roll into the corners more smoothly and also allows you to brake later and change down through the box quicker without having to worry about the rear end sliding out.

You can afford to be brave on this bike as it offers a lot of grip and safety. The electronics work really well and I bonded with and trusted the package very quickly. The quick-shifter, as usual, worked like a charm and the gearbox was smooth as silk.

As I got more comfortable with the track I started to accelerate really hard out of the turns. The sound that the Superquadro motor produces through the rev range is unmistakable and breathtaking.

I could go from zero to hero on the throttle with no hesitation, the bike really made me feel like I can do anything. The 955cc motor has more than enough power on hand, and it’s power that you can enjoy without having to set traction control on full, out of fear of being thrown into the air.

What I love most about the Ducati electronics package is that you don’t even know it’s there. It works effortlessly behind the scenes without you even realising, leaving you to concentrate on nothing other than going fast.

After my first two sessions out on the track, my confidence in the track itself and the bike were sky-high. It was time for a quick lunch break before my final two 20-minute sessions, this time on the stock road bike with mirrors and all.

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We each had our own mechanic on hand to help assist with any set-up changes we would like. The standard setup of the bike was really good, but I did ask for a couple of clicks harder on compression and a full turn on pre-load on the front-end, just to help me under really hard braking.

The stability under hard braking was then perfect and I was braking harder and deeper than previously; there was nothing but complete control at the front and rear end of the bike. The bike felt completely stable and nimble through all the turns, fast or slow.

‘Perfect balance’ were key words highlighted in the morning briefing on the bike and Ducati could not have put it better. The 959 is perfectly balanced in every aspect. From the engine to the chassis, everything works just how you would want it to.

I would even go as far as saying that the 959 is the most enjoyable sportsbike I have ever tested, purely because I knew that I was fully in control and could comfortably control the power and torque on offer at all times.

The 959 wasn’t built to take on the big 200hp superbikes, but rather intended to be the best option between a 600 and 1000cc sportsbike, and it most certainly just that! It has to be the best middleweight on the market at the moment. Yes, it doesn’t have the brutality of a litre bike, but it’s probably better for it, as it is much easier to ride and enjoy.

Specifications

Engine type: Superquadro L-twin cylinder, four valve per cylinder, Desmodromic, liquid cooled
Capacity: 955cc
Bore x stroke: 100 x 60.8mm
Compression ratio: 12.5:1
Claimed power: 115.5kW @ 10,500rpm
Claimed torque: 107.4Nm @ 9000rpm
Dry weight: 176kg
Seat height: 830mm
Wheelbase: 1431mm
Fuel tank capacity: 17L
Colours: Arctic White or Ducati Red
Price: $20,490 +ORC (white); $19,990 + ORC(red)
Detailed specs: www.ducati.com.au